QCM provides pilotage and tug services to Unifort on a contractual, as-required basis. The pilots have evolved a berthing/unberthing procedure based on their shiphandling experience, the tugs in use at Port-Cartier, and the fact that ever-larger and deeper-draught vessels are now using the Unifort dock. At the dock users' meeting the pilots stated that, for this dock, they were only comfortable with vessels up to 550 feet (168 m) in length and having an arrival draught of less than 30 feet (9.14m). The pilots routinely inform masters of vessels using this dock of the danger of staying alongside in certain wind and sea conditions. They stress the importance of not waiting too long before calling for assistance. An early call is intended to prevent the vessel from becoming trapped at the dock, and forced to wait until the combination of draught and tide allow departure. Anecdotal pilot information indicates numerous close calls in the past where deep-draught vessels were caught alongside by the falling tide, in very bad sea and swell conditions. Departure is delayed in the hope that sea conditions will improve, and that the vessel will not be forced to move to an anchorage. The costs of such a move, and the attendant cargo delays, are the costs of a safer operation. The vessels using this dock are mostly of foreign-flag, and must rely on their agents for such working and customs of the port as the calling of tugs, pilots and Customs officers. The FEDERAL CALUMET was carrying a relatively inert cargo and there was no pollution as result of this occurrence, but chemical tankers regularly use this dock. On the evening before the occurrence, the master, agent and pilots were all aware of the forecast weather, and the master was seen on the bridge looking at the effects of the wind and sea on his ship. He had the crew on standby until the vessel's position stabilized at about 0200 on December 14. Due to the sea conditions, Port-Cartier was closed to navigation at 0200 on December 14. It was apparent that the vessel at the more-exposed Unifort dock would need assistance. However, QCM has no control over the Unifort dock and only provides pilotage and tug service on a contractual basis, when requested. High water was at 0400, and with the wind and sea increasing on a rising tide, the FEDERAL CALUMET could have left the dock that morning.Analysis QCM provides pilotage and tug services to Unifort on a contractual, as-required basis. The pilots have evolved a berthing/unberthing procedure based on their shiphandling experience, the tugs in use at Port-Cartier, and the fact that ever-larger and deeper-draught vessels are now using the Unifort dock. At the dock users' meeting the pilots stated that, for this dock, they were only comfortable with vessels up to 550 feet (168 m) in length and having an arrival draught of less than 30 feet (9.14m). The pilots routinely inform masters of vessels using this dock of the danger of staying alongside in certain wind and sea conditions. They stress the importance of not waiting too long before calling for assistance. An early call is intended to prevent the vessel from becoming trapped at the dock, and forced to wait until the combination of draught and tide allow departure. Anecdotal pilot information indicates numerous close calls in the past where deep-draught vessels were caught alongside by the falling tide, in very bad sea and swell conditions. Departure is delayed in the hope that sea conditions will improve, and that the vessel will not be forced to move to an anchorage. The costs of such a move, and the attendant cargo delays, are the costs of a safer operation. The vessels using this dock are mostly of foreign-flag, and must rely on their agents for such working and customs of the port as the calling of tugs, pilots and Customs officers. The FEDERAL CALUMET was carrying a relatively inert cargo and there was no pollution as result of this occurrence, but chemical tankers regularly use this dock. On the evening before the occurrence, the master, agent and pilots were all aware of the forecast weather, and the master was seen on the bridge looking at the effects of the wind and sea on his ship. He had the crew on standby until the vessel's position stabilized at about 0200 on December 14. Due to the sea conditions, Port-Cartier was closed to navigation at 0200 on December 14. It was apparent that the vessel at the more-exposed Unifort dock would need assistance. However, QCM has no control over the Unifort dock and only provides pilotage and tug service on a contractual basis, when requested. High water was at 0400, and with the wind and sea increasing on a rising tide, the FEDERAL CALUMET could have left the dock that morning. As with other deep-draught vessels using the Unifort dock, the FEDERAL CALUMET was temporarily trapped during low tide with insufficient underkeel clearance for departure. When the agent first called the pilot to have the vessel moved to anchorage, he did not inform the pilot of the vessel's (almost fully laden) draught. Pilots are not receiving proper notice and information regarding departure times and draughts for vessels at the Unifort dock, thus placing vessels at unnecessary risk. The vessel master and agent were aware of the danger and likelihood of damage at this dock during the prevailing weather conditions, yet did not act to move the vessel to an anchorage while the underkeel clearance was adequate. Due to sea conditions, the Port-Cartier harbour was closed to commercial navigation from 0200 to 1800 on December 14. The pilots have evolved a satisfactory method of manoeuvring the longer and deeper-draught vessels that are now using the Unifort dock, when prevailing tide, sea and weather conditions are suitable. The master had the weather forecast on the evening of Friday, December 13, and the deck crew were put on standby. After the pilot left the FEDERAL CALUMET he was called by the agent insisting that the ship be moved to the anchorage, thereby reducing tug costs. The ship's agent advised the FEDERAL CALUMET to proceed to Sept-les without informing Transport Canada, Marine Safety of the grounding occurrence, and her damaged condition. Pilots have expressed the need for more substantial corner fendering at this dock but there is no agreement between the town and the operator about who should bear financial responsibility for the remedial action.Findings As with other deep-draught vessels using the Unifort dock, the FEDERAL CALUMET was temporarily trapped during low tide with insufficient underkeel clearance for departure. When the agent first called the pilot to have the vessel moved to anchorage, he did not inform the pilot of the vessel's (almost fully laden) draught. Pilots are not receiving proper notice and information regarding departure times and draughts for vessels at the Unifort dock, thus placing vessels at unnecessary risk. The vessel master and agent were aware of the danger and likelihood of damage at this dock during the prevailing weather conditions, yet did not act to move the vessel to an anchorage while the underkeel clearance was adequate. Due to sea conditions, the Port-Cartier harbour was closed to commercial navigation from 0200 to 1800 on December 14. The pilots have evolved a satisfactory method of manoeuvring the longer and deeper-draught vessels that are now using the Unifort dock, when prevailing tide, sea and weather conditions are suitable. The master had the weather forecast on the evening of Friday, December 13, and the deck crew were put on standby. After the pilot left the FEDERAL CALUMET he was called by the agent insisting that the ship be moved to the anchorage, thereby reducing tug costs. The ship's agent advised the FEDERAL CALUMET to proceed to Sept-les without informing Transport Canada, Marine Safety of the grounding occurrence, and her damaged condition. Pilots have expressed the need for more substantial corner fendering at this dock but there is no agreement between the town and the operator about who should bear financial responsibility for the remedial action. The FEDERAL CALUMET grounded because the high and confused seas and the prevailing weather conditions prevented the aft tug from operating effectively. Contributing factors were: the agent's pressure on the pilot for a departure in adverse swell conditions, and that the pilot's advice regarding a timely departure--before conditions worsened--was not heeded.Causes and Contributing Factors The FEDERAL CALUMET grounded because the high and confused seas and the prevailing weather conditions prevented the aft tug from operating effectively. Contributing factors were: the agent's pressure on the pilot for a departure in adverse swell conditions, and that the pilot's advice regarding a timely departure--before conditions worsened--was not heeded. Safety Action Urgent Departure Procedure As a result of this occurrence, the agency responsible for ordering tugs and pilots was reportedly reminded by the pilots of the necessity of following pilots' advice regarding urgent departure in deteriorating weather. Wharf and Port Improvements Discussions between the town of Port-Cartier, the wharf operator and Unifret are ongoing regarding improvements to the wharf, port facilities and harbour approaches, but no agreement has been reached or deadline set for any improvements.